Cairns Transit Network Concept Design Report

Table of contents 16 Traffic and transport...... 16.4 16.1 Introduction ...... 16.4 16.2 Background ...... 16.4 16.2.1 Strategic planning context ...... 16.4 16.3 Methodology...... 16.5 16.4 Cairns City ...... 16.6 16.4.1 Section description ...... 16.6 16.4.2 Current investigations...... 16.8 16.4.3 Future investigation requirements ...... 16.8 16.5 Northern corridor ...... 16.9 16.5.1 Section N1 – Cairns City to Airport Avenue ...... 16.9 16.5.1.1 Overview...... 16.9 16.5.1.2 Road network impacts ...... 16.9 16.5.1.3 Current investigations...... 16.13 16.5.1.4 Future investigation requirements ...... 16.13 16.5.2 Section N2 – Airport Avenue to Skyrail ...... 16.13 16.5.2.1 Overview...... 16.13 16.5.2.2 Road network impacts ...... 16.13 16.5.2.3 Current investigations...... 16.16 16.5.2.4 Future investigation requirements ...... 16.16 16.5.3 Section N3 – Skyrail to Trinity Park...... 16.17 16.5.3.1 Overview...... 16.17 16.5.3.2 Road network impacts ...... 16.17 16.5.3.3 Current investigations...... 16.18 16.5.3.4 Future investigation requirements ...... 16.19 16.5.4 Section N4 – Trinity Park to Palm Cove ...... 16.19 16.5.4.1 Overview...... 16.19 16.5.4.2 Road network impacts ...... 16.19 16.5.4.3 Current investigations...... 16.23 16.5.4.4 Future investigation requirements ...... 16.23

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16.6 Southern corridor...... 16.23 16.6.1 Section S1 – Cairns City to Moody Creek ...... 16.23 16.6.1.1 Overview...... 16.23 16.6.1.2 Road network impacts ...... 16.24 16.6.1.3 Current investigations...... 16.29 16.6.1.4 Future investigation requirements ...... 16.29 16.6.2 Section S2 – Moody Creek to Earlville ...... 16.29 16.6.2.1 Overview...... 16.29 16.6.2.2 Road network impacts ...... 16.29 16.6.2.3 Current investigations...... 16.31 16.6.2.4 Future investigation requirements ...... 16.31 16.6.3 Section S3 – Earlville to Edmonton ...... 16.31 16.6.3.1 Overview...... 16.31 16.6.3.2 Road network impacts ...... 16.31 16.6.3.3 Intersections ...... 16.32 16.6.3.4 Current investigations...... 16.34 16.6.3.5 Future investigation requirements ...... 16.34 16.6.4 Section S4 – Edmonton to Gordonvale ...... 16.35 16.6.4.1 Overview...... 16.35 16.6.4.2 Road network impacts ...... 16.35 16.6.4.3 Current investigations...... 16.37 16.6.4.4 Future investigation requirements ...... 16.37 16.7 Western corridor ...... 16.37 16.7.1 Section W1 – Cairns Base Hospital to Manoora ...... 16.37 16.7.1.1 Overview...... 16.37 16.7.1.2 Road network impacts ...... 16.38 16.7.1.3 Current investigations...... 16.43 16.7.1.4 Future investigation requirements ...... 16.43 16.7.2 Section W2 – Manoora to Skyrail ...... 16.43 16.7.2.1 Overview...... 16.43 16.7.2.2 Road network impacts ...... 16.44 16.7.2.3 Current investigations...... 16.46

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16.7.2.4 Future investigation requirements ...... 16.46 16.8 Other potential benefits, impacts and mitigation measures...... 16.46 16.8.1 General benefits ...... 16.46 16.8.2 Potential impacts and mitigation measures...... 16.47 16.9 Further investigations...... 16.48

List of tables Table 16.1: City Place parking ...... 16.8 Table 16.2: Northern corridor - lengths of transit network options ...... 16.9 Table 16.3: Section N1 intersections...... 16.10 Table 16.4: Section N1 parking Aplin Street to Rutherford Street...... 16.12 Table 16.5: Section N2 intersections – Airport Avenue to Yorkeys Knob Road...... 16.15 Table 16.6: Section N3 intersections – Skyrail to Trinity Park ...... 16.17 Table 16.7: Section N4 intersections – Trinity Park to Palm Cove...... 16.21 Table 16.8: Southern corridor - lengths of transit network options...... 16.23 Table 16.9: Section S1 intersections...... 16.24 Table 16.10: Section S1 parking ...... 16.28 Table 16.11: Section S2 intersections...... 16.30 Table 16.12: Section S3 intersections...... 16.32 Table 16.13: Section S4 intersections...... 16.36 Table 16.14: Western corridor - lengths of transit network options...... 16.37 Table 16.15: Section W1 intersections...... 16.39 Table 16.16: Section W1 parking ...... 16.42 Table 16.17: Section W2 intersections...... 16.44

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16 Traffic and transport 16.1 Introduction This chapter provides a preliminary analysis of the benefits and impacts on the transport environment resulting from the Cairns Transit Network. Factors that have been considered include: • intersections within the network that are at capacity (ie congested) or are to be upgraded by the Cairns Transit Network alignment • road sections within the network that are nearing capacity or are to have their configuration changed by the Cairns Transit Network alignment • maintaining appropriate levels of access to other areas of the Cairns Transport Network. The level of traffic analysis undertaken for the Cairns Transit Network concept design is general in nature and is limited to a broad overview of existing and future traffic volumes, impacts on existing network planning, and an assessment of potential impacts based on engineering judgement and historical performance of similar transit networks. Detailed traffic modelling is currently underway within the Cairns North and city centre areas. A detailed traffic model has also been undertaken as part of the Mount Peter Master Planning process and the Cairns Bruce Highway Upgrade project between Mulgrave Road and Deppeler Road in the Mount Peter area. Further rigorous analysis of the traffic and transport impacts of the alignment is required during future detailed design phases of the Cairns Transit Network. 16.2 Background

16.2.1 Strategic planning context Enhancements to the existing public transport network for Cairns are underpinned by four key strategic documents. They are: • Far North Queensland Regional Plan 2009-2031 • Far North Queensland Regional Infrastructure Plan 2009–2031 • Cairns Integrated Public Transport (CIPT) Plan (2005) • Southern Cairns Integrated Land Use and Transport Study (2002). These documents highlight the future intent for public transport provision in the Cairns urban area. Far North Queensland Regional Plan 2009-2031 The Far North Queensland Regional Plan 2009-2031 is the over-arching plan for the region and takes precedence over all other planning instruments. A key element within the plan is the provision of transit oriented communities (TOCs) which will define the future settlement pattern of Cairns. Underpinning these TOCs is the delivery of the Cairns Transit Network.

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The Far North Queensland Regional Plan highlights that the transit network will improve public transport in Cairns by giving buses priority and providing an alternative to the private motor vehicle. Far North Queensland Regional Infrastructure Plan 2009-2031 The Far North Queensland Regional Infrastructure Plan 2009-2031 identifies regionally significant infrastructure projects that support the Far North Queensland Regional Plan , in addition to strategic initiatives and corridor projects for further investigation. Within the plan a key response is: “planning the Cairns Transit Network ahead of development to identify and protect corridors for a future bus rapid transit network and transit oriented communities” p8. Cairns Integrated Public Transport (CIPT) Plan (2005) The focus of the Cairns Integrated Public Transport (CIPT) Plan (2005) is to develop strategies to provide a public transport system that: • offers an attractive alternative to the car • better meets the needs of people who do not have adequate access to transport • attracts enough public transport passengers to ensure the long-term sustainability of the transport system • moderates transport corridor needs in environmentally sensitive areas • supports the local economy and provides for tourist needs. The plan identified short, medium and long term improvements to existing and proposed public transport services and infrastructure within Cairns from Palm Cove to Gordonvale and surrounds. Of note in the medium term (2016) network plan are the key connections between the Cairns city centre, Earlville and Edmonton as well as intended priority treatments from the city centre to Cairns North. In the long term (2036) the network plan shows an expansion of bus/transit lanes from the city centre to the north and a bus only right of way from the city centre via Earlville to Edmonton. The Cairns Integrated Public Transport (CIPT) Plan (2005) examined available mass transit technologies (such as heavy rail, metro, light rail, monorail) and determined that bus rapid transit was the most appropriate solution for Cairns.

Southern Cairns Integrated Land Use and Transport Study (2002) The Southern Cairns Integrated Land Use and Transport Study (SCILUTS, 2002) identified future public transport patronage targets in the peak period of 10% by 2016 and 20% from southern Cairns to the Cairns city centre by 2036. To achieve this, the study determined that a rapid public transport system was required. 16.3 Methodology This chapter identifies the traffic-related impacts of the Cairns Transit Network between Palm Cove and Gordonvale, including Redlynch and the city. Consideration has been given to

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current traffic operations including existing traffic characteristics and proposed traffic and transport operations. In assessing this, the following factors have been considered: • road network impacts

• road hierarchy and form • intersections and local access • parking. Consideration was given to the role of each respective corridor and section of road as defined in the Cairns Regional Council’s Transport Network Plan. An analysis of the configuration of existing roads that the Cairns Transit Network will traverse was undertaken to assess the impacts on intersections, local traffic and parking. 16.4 Cairns City

16.4.1 Section description City Place on Lake Street logically forms the meeting point of the Northern and Southern corridors and provides the link between Section S1 and Section N1 following Lake Street between Spence Street and Aplin Street. This ‘centre of the network’ will be an integral part of the city through the development of the City Place station and stops. Two bus layover sites are located away from City Place; at Cairns Central on Bunda Street outside of the Cairns Central shopping centre and Munro Martin Park on Grafton Street. A median bus-only corridor is identified for City Place and buses will run on street with general traffic when travelling to and from the bus layover sites at Cairns Central and Munro Martin Park.

Road hierarchy Under the Cairns Regional Council Transport Network Plan (TNP) this section of Lake Street that contains City Place is not designated as it currently does not provide through access. The re-development of City Place is not envisaged to change this. The Cairns Central bus layover site is located on a section of Bunda Street that is not designated under the Cairns Regional Council’s Transport Network Plan. The Cairns Central bus layover upgrade is not envisaged to change the road hierarchy in this area. The Munro Martin Park bus layover site is located on a section of Grafton Street that is designated under the Cairns Regional Council’s Transport Network Plan as a network road and buses accessing the site will traverse a connector road in Aplin Street and an undesignated road in Minnie Street. The Munro Martin Park bus layover upgrade is not envisaged to change the road hierarchy in this area. Road form The section in Lake Street encompassing City Place is separated by a pedestrian mall zone at the intersection of Shields Street. The southern section of the area, between Spence Street and Shields Street contains an 80m section of 2 lane road, divided by centre parking, which is used by general traffic and buses. The remaining 110m length of this southern

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section comprises a 2 lane undivided road with a cul-de-sac end that comprises the existing Cairns Transit Centre area and is a bus only zone. The northern section contains a 170m section of 2 lane road, divided by centre parking that is used by general traffic and taxis. Future planning under Council’s Transport Network Plan does not provide for the upgrades to this section of Lake Street. The Cairns Central bus layover site is currently a 4 lane median divided road and the site does not affect this road form. The Munro Martin Park bus layover site is currently a 2 lane undivided road section of Grafton Street. Future planning under Council’s Transport Network Plan provides for an upgrade to a 4 lane median-divided cross section, with kerbside parking. The bus layover site does not conform to Council‘s future planning for this area.

Intersections The City Place station footprint will create a new intersection at Shields Street and Lake Street. This will involve creating a through movement along Lake Street for buses and a one way left turn into Shields Street (from Lake Street) for general traffic. The bus layover sites at Cairns Central and Munro Martin Park will not change any of the intersections they traverse. Capacity City Place will alter the form of the road network in this area and therefore the capacity. The Spence/Lake Street and Aplin/Lake Street intersections will be altered to prevent general traffic access, except for left turn one way movements, and this will inherently improve the capacity on the road network as the banning of right turn and through movements from Lake Street will allow greater ‘green’ time for the remaining general traffic movements. The capacity of the routes adopted for the access to the Cairns Central and Munro Martin Park bus layover sites will not be affected. Buses travelling on these routes will run with the general traffic and there will be no need for priority treatments since they will be empty. Local access City Place will reduce local access in the area where station stops are introduced, with parking and loading zones affected. This is envisaged to be offset by the increase in access provided by the introduction of the one-way general traffic route along Lake Street and left turning into Shields Street. Local access will not be affected as a result of the bus layover sites at Cairns Central and Munro Martin Park. Parking The section of Lake Street within the City Place footprint currently contains formal 90 0 kerbside and centre parking, as well as numerous loading bays for adjacent businesses. The Cairns Central bus layover area currently contains formal 90 0 kerbside parking for

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buses. The Munro Martin Park bus layover area currently contains informal 90 0 kerbside parking for cars. The footprint of City Place and bus layover elements will impact on the existing available on street parking and this impact is summarised in Table 16.1 below: Table 16.1: City Place parking Existing parking Resultant Street parking from (1) formal Informal alignment Lake Street – Spence to 45 - 40 Shields Streets Lake Street – Shields to 78 - 43 Aplin Streets

Cairns Central - - 0 Bus Layover Area Munro Martin Park - 50 34 Bus Layover Area Total 123 50 117

(1) Informal parking is estimated from aerial photograph, taking into account access and intersection conflicts The resultant on street parking within City Place area will be 2.7m wide parallel kerbside bays provided on the side of Lake Street opposite to the station platforms. The existing kerbside angle parking arrangement on Shields Street will generally remain unchanged, but could be modified depending on landscaping and relocation of the Taxi Rank to Shields Street. The resultant on street parking within the Munro Martin Park bus layover area will be 45 0 kerbside parking.

16.4.2 Current investigations Current investigations being undertaken within the limits of the City Place footprint include: Cairns North and city centre traffic modelling Cairns Regional Council and Department of Transport and Main Roads are undertaking traffic modelling of the road network within the Cairns North and Cairns city centre area. This study includes scenario testing of the Cairns Transit Network impact on Lake Street. The study is programmed for completion by December 2010. CBD revitalisation project Cairns Regional Council is undertaking investigations into options for ‘revitalising’ the Cairns city centre. City Place will form an integral element of this revitalisation and close consultation with Council will be undertaken as part of the detailed design stage and prior to any construction starting.

16.4.3 Future investigation requirements Future investigations into the City Place footprint and elements should include:

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• detailed traffic analysis of City Place and the one way road links • further assessment of the parking provision along Lake Street.

16.5 Northern corridor The northern corridor extends for 29 kilometres from the City of Cairns via Smithfield to Palm Cove with up to 20 stations identified. The northern corridor includes a combination of treatments and a breakdown of lengths is summarised in Table 16.2 below: Table 16.2: Northern corridor - lengths of transit network options Transit network option Length

Busway corridor 12.8km

Median bus-only corridor 4.9km

Kerbside bus/transit lane 4.4km

General traffic 6.9km

16.5.1 Section N1 – Cairns City to Airport Avenue

16.5.1.1 Overview Section N1 is 3.6 kilometres long and follows Lake Street from Aplin Street to Airport Avenue. A median bus-only corridor is identified for Section N1.

16.5.1.2 Road network impacts The impacts on the road network resulting from the alignment for Section N1 are as follows: Road hierarchy Under the Cairns Regional Council Transport Network Plan Lake Street is designated as a network road, with connections to other network roads at Florence, Upward, Grove and Lily Streets and connector roads at Aplin and McKenzie Streets. The alignment for Section N1 does not change the road hierarchy for Lake Street or its connections to network or connector roads. Road form Lake Street is currently a 2 lane undivided road. Future planning under Council’s Transport Network Plan provides for: • 4 lane median divided cross section with parallel parking between Aplin and Grove Streets • 2 lane median divided cross section between Grove Street and Airport Avenue • a signalised intersection at Grove Street, with other existing intersections to remain unchanged.

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The alignment for Section N1 is not consistent with this future planning in that only two general traffic lanes (one in each direction) are provided, and an additional six signalised intersections are proposed. Intersections The section of Lake Street within the extents of Section N1 currently contains four roundabouts, one signalised intersection and nine unsignalised intersections. The provision of the alignment will require seven signalised intersections and eleven left in/left out treatments. The reason for modifying the intersection type is to provide for bus priority and improve safety. Bus priority systems can be provided at all movement intersections using traffic signal technology (discussed further in Chapter 15 - Engineering). These changes are summarised in Table 16.3 as follows: Table 16.3: Section N1 intersections

Intersection type Intersection current proposed reconfigured signalised Aplin Street signalised crossing crossing Florence Street roundabout signalised crossing Minnie Street (West) left in/left out/right in left in/left out Minnie Street (East) left in/left out/right in left in/left out Upward Street roundabout signalised crossing Kerwin Street unsignalised T intersection left in/left out Gatton Street unsignalised T intersection left in/left out Grove Street unsignalised T intersection signalised crossing Charles Street (West) roundabout left in/left out Charles Street (East) McKenzie Street roundabout signalised crossing Smith (West) roundabout left in/left out Smith Street (East) Lily Street left in/left out/right in signalised crossing

Rutherford Street unsignalised T intersection signalised crossing

Howe Street unsignalised T intersection close Okeefe Street unsignalised T intersection unsignalised T junction Moffat Street bend unsignalised T junction Airport Avenue - signalised T junction

The Airport Avenue intersection type will be further confirmed by current and separate planning being undertaken by the Department of Transport and Main Roads.

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All new and reconfigured signalised intersections will comprise: • 1.5m bicycle lanes in each direction • 3.5m combined through/left turn general traffic lanes in each direction • 3.0m dedicated right turn lanes in each direction • 3.5m median bus-only lanes in each direction, with bus priority treatment (discussed further in Chapter 15 - Engineering) • 2m wide landscaped median separator between bus and general traffic lanes • signalised pedestrian crossings. The intersection cross section is 26m wide and can be wholly contained within the existing 30m kerb-to-kerb width. The left in/left out intersections are to minimise the number of general traffic right turns across the transit network. These intersections will comprise raised concrete islands to prevent right turn movements and can be wholly contained within the existing road reserve. Capacity The capacity of Lake Street is generally in the order of 20,000 vehicles per day (vpd) however the impact of parking and intersections will reduce this in some sections. Existing traffic volumes are in the order of 7,000 to 9,000vpd and traffic flow is relatively free flowing, largely due to limited signalised intersections. While the alignment for Section N1 provides the same number of general traffic lanes as the existing situation, the provision of additional signalised intersections (with pedestrian and bus priority phases) will introduce additional delays to the free flow of traffic. The proposed parallel parking will also result in delays to traffic flow. It is envisaged that the future capacity of Lake Street could be limited to no more than 10,000vpd as a result of the increased signalised intersections and parallel parking. This is understood to conflict with Council’s future planning for Lake Street, particularly for the four lane median divided road between Aplin and Grove Streets proposed under the Council’s Transport Network Plan. Future traffic volumes exceeding the available capacity will need to be accommodated elsewhere in the road network otherwise Lake Street will become a bottleneck for vehicles in the network during the peak hours. The trade off is that bus flow will be unrestricted and will provide for a high level of service. Local access Local access along Lake Street is currently unrestricted and vehicles are able to enter or exit the road at all locations. The alignment for Section N1 will introduce medians for the mid-block sections of Lake Street and therefore prevent vehicles turning right into properties. Vehicles wishing to access these properties will need to turn right at the proposed signalised intersections and divert onto either Abbot or Grafton Streets before returning to Lake Street at an adjacent intersection.

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The left in/left out treatments proposed for Minnie, Kerwin, Gatton, Charles and Smith Streets will require a similar traffic diversion to provide access. Vehicles wishing to access Howe Street will need to use Okeefe and Moffat Streets or the signalised T proposed for Rutherford Street and divert via Seymour Street. Parking The section of Lake Street within the extents of Section N1 contains a significant amount of formal (marked) and informal (unmarked) on-street parking. Formal kerbside angle parking exists between Aplin Street and Grove Street and formal 90 0 centre parking provided between Aplin and Florence Streets and between Gatton and Grove Streets. Between Grove Street and Rutherford Street the available on street parking is informal kerbside angle parking. The alignment for Section N1 will impact on the existing available on-street parking for Lake Street between Aplin Street and Rutherford Street. This impact is summarised in Table 16.4 below: Table 16.4: Section N1 parking Aplin Street to Rutherford Street

Existing parking Resultant parking Street formal Informal (1) from alignment

Aplin Street to Florence Street 113 - 50

Florence Street to Minnie 68 - 0 Street

Minnie Street to Upward 79 - 36 Street

Upward Street to Grove Street 131 - 24

Grove Street to McKenzie 26 167 94 Street

McKenzie Street to Smith 12 94 0 Street

Smith Street to Lily Street 18 15 0

Lily Street to Rutherford Street - 56 117

Total 447 332 321

(1) informal parking is estimated from aerial photograph, taking into account access and intersection conflicts The proposed on street parking will be 2.7m wide parallel kerbside bays on both sides of Lake Street, except at intersections and stations. The desire to minimise property resumptions has meant a significant reduction in the amount of parking spaces. As the inner city areas are established urban areas, the introduction of

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the Cairns Transit Network will have impacts on either private properties or car parking. The concept design provides a balance between the two competing needs and locates the transit network within this N1 section within the road reserve rather than acquiring property. Importantly this section contains other available parking spaces in nearby streets and also the new 600 space hospital car park on the corner of Lake and Grove Streets.

16.5.1.3 Current investigations Current investigations being undertaken within the limits of Section N1 include: Cairns North and CBD traffic modelling Cairns Regional Council and the Department of Transport and Main Roads are undertaking traffic modelling of the road network within the Cairns North and Cairns city centre area. This study will include scenario testing of the Cairns Transit Network impact on Lake Street.

Cairns Base Hospital traffic impact assessment Queensland Health commissioned a traffic impact assessment for the proposed upgrade to the Lake/Grove Street intersection.

Cairns Regional Council car parking strategy The Cairns Regional Council is currently undertaking a revised car parking strategy for the city. This study has a short, medium and long term outlook and will test the impact of the parking loss associated with the Cairns Transit Network.

16.5.1.4 Future investigation requirements Future investigations into the impact of the alignment for Section N1 should include: • microsimulation of the effect and mitigation measures from the addition of the busway to Lake Street on the road network during peak traffic demand • detailed traffic analysis of all proposed intersection upgrades on Lake Street, including identification of appropriate mitigation measures • further assessment of the parking provision and parking strategies along Lake Street.

16.5.2 Section N2 – Airport Avenue to Skyrail 16.5.2.1 Overview Section N2 is 9.2 kilometres long and joins the northern end of Section N1 at Airport Avenue before heading westward along Airport Avenue to the Captain Cook Highway. At this point the alignment follows Aeroglen Drive/Stratford Parade to Rinks Road in Stratford, where it crosses the Barron River. After crossing the Barron River the alignment follows the old highway alignment road reserve to Machans Beach roundabout. From this point the alignment runs parallel to the western side of the Captain Cook Highway to the Cairns Western Arterial Road (CWAR) roundabout. A busway corridor is identified for Section N2.

16.5.2.2 Road network impacts The impacts on the road network resulting from the alignment for Section N2 are as follows:

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Road hierarchy The road hierarchy for Section N2 is variable along its length and is delineated as follows: Lake Street/Airport Avenue to Aeroglen Drive Airport Avenue is currently designated under Council’s Transport Network Plan as a connector road, but only for approximately 120m from the Captain Cook Highway. The remaining length of Airport Avenue falls under the jurisdiction of the Cairns Airport. Future planning under the Transport Network Plan designates the Lake Street connection to Captain Cook Highway section as a protected public transport corridor. The Captain Cook Highway within this section is a state controlled road. The alignment for Section N2 does not affect the road hierarchy in this section. Aeroglen Drive to Rinks Close, Stratford Aeroglen Drive is a state controlled road with connections to the Captain Cook Highway (state controlled road) and Magazine Street (a council network road). Rinks Close is a local access street that connects to Magazine Street. Aeroglen Drive and Rinks Close formed part of the previous highway corridor that linked Cairns City to the northern beaches. The alignment for Section N2 does not affect the road hierarchy in this section. Rinks Close, Stratford to Machans Beach roundabout This section does not form part of the current Cairns road system, however it formed part of the previous highway corridor that linked Cairns City to the northern beaches. Machans Beach roundabout to Cairns Western Arterial Road (CWAR) roundabout The Captain Cook Highway within this section is a state controlled road with connections to Council network roads at Machans Beach Access Road, Holloways Beach Access Road and Yorkeys Knob Road. CWAR is a state controlled road. The alignment for Section N2 does not affect the road hierarchy in this section. Road form The alignment for Section N2 is not envisaged to alter the existing or planned form of the transport network within its extents, with the exception of: Airport Avenue The future form of Airport Avenue within Section N2 will be determined by current Department of Transport and Main Roads planning for the Captain Cook Highway long term upgrade strategy.

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Captain Cook Highway (Airport Avenue to Aeroglen Drive) The future form of the Captain Cook Highway between Airport Avenue and Aeroglen Drive will be determined by current and separate Department of Transport and Main Roads planning for the Captain Cook Highway long term upgrade strategy. Aeroglen Drive/Kuranda railway line conflict zone The alignment could potentially involve a realignment of either Aeroglen Drive or the Kuranda railway line or both in order to fit the entire required transport infrastructure into this area. This will be investigated in future detailed design phases. Rinks Close Rinks Close is a 2 way street and the future form is envisaged to remain as such, however it will need to be revised to accommodate the alignment within its road reserve. Intersections Section N2 contains numerous intersections as shown in Table 16.5 below: Table 16.5: Section N2 intersections – Airport Avenue to Yorkeys Knob Road

Intersection type Intersection current proposed Lake Street/Airport Avenue to be confirmed to be confirmed Captain Cook Highway/ signalised T junction to be confirmed Airport Avenue Captain Cook Highway/Aeroglen signalised T junction to be confirmed Drive (including railway line) Aeroglen Drive/Quarry Street unsignalised T junction no impact Aeroglen Drive/Palmerston Street unsignalised T junction no impact Aeroglen Drive/Whitfield Street unsignalised T junction to be confirmed (including railway line) Aeroglen Drive/ unsignalised T junction no impact Palmerston Street Stratford Parade/Rinks Close unsignalised T junction to be confirmed (including railway line) Captain Cook Highway/ Roundabout no impact Machans Beach Road Captain Cook Highway/ Roundabout no impact Holloways Beach Road Captain Cook Highway/ unsignalised T junction no impact Walkers Road Captain Cook Highway/ unsignalised T junction reconfigured Dillons Road unsignalised T junction Captain Cook Highway/ Roundabout no impact Yorkeys Knob Road

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Intersections labelled as ‘to be confirmed’ are those that are the subject of current planning being undertaken by the Department of Transport and Main Roads. Intersections labelled as ‘no impact’ are those intersections where no conflict is envisaged. Reconfigured unsignalised T intersections are those intersections where the busway will require a minor alteration to the existing configuration, which can be contained within the existing road reserve. Capacity The alignment for Section N2 comprises a busway corridor and is therefore not envisaged to impact upon the capacity of the existing transport network within its alignment cross section. The capacity of both the existing transport network and Cairns Transit Network could be affected at the intersection conflicts listed above, however these are not likely to be significant due to the low order roads involved. The potential conflict between the alignment and the Kuranda railway line may involve a level crossing. However, the impact on the network is minimal due to infrequent number of daily services. Local access Local access and vehicle movements are not likely to be impacted by the Section N2 alignment. Parking The alignment for Section N2 has a minor impact on informal parking on Rinks Street. No other car parks are affected. A park and ride facility will be investigated adjacent to the Captain Cook Highway near Thomatis Creek to service the adjacent northern beach communities. Further investigation to determine the most suitable location will be undertaken in the future detailed design phase.

16.5.2.3 Current investigations Current investigations being undertaken within the limits of Section N2 include: Captain Cook Highway (Grove Street to Buchans Point) Multi-modal transport corridor study The Department of Transport and Main Roads is currently undertaking a long term planning strategy for the Captain Cook Highway within the extents of Section N2. This strategy will address capacity issues and integrate with the alignment for Section N2.

16.5.2.4 Future investigation requirements Future investigations into the impact of the alignment for Section N2 should include: • detailed traffic analysis of the proposed Stratford Parade/Rinks Close intersection • investigations of the potential level crossing of the Kuranda railway line including safety and impacts on travel time/efficiency.

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16.5.3 Section N3 – Skyrail to Trinity Park 16.5.3.1 Overview Section N3 is approximately 7 kilometres long and extends from south of the Cairns Western Arterial Road (CWAR) roundabout to cross CWAR near Skyrail before heading parallel to the western side of the Captain Cook Highway. At the Smithfield roundabout the alignment crosses to the eastern side of the Captain Cook Highway and continues northward on a parallel alignment to the McGregor Road roundabout. The alignment then crosses to the western side of the highway to link to the Reed Road roundabout via James Cook University. A busway corridor is identified for Section N3.

16.5.3.2 Road network impacts The impacts on the road network resulting from the alignment for Section N3 are as follows: Road hierarchy The road hierarchy for Section N3 is variable along its length and is delineated as follows: CWAR to McGregor Road The Captain Cook Highway within this section is a state controlled road that connects to other state controlled roads at CWAR and the Kennedy Highway at Smithfield. It connects with council network roads at Millman Drive, Cattana Road; Stanton Road and McGregor Road. Council’s Transport Network Plan indicates a future connector road through the proposed Smithfield town centre between Stanton Road and McGregor Road. The alignment for Section N3 does not affect the road hierarchy in this section.

McGregor Road to Reed Road The alignment runs parallel to the state controlled road of the Captain Cook Highway and connects to council network roads at McGregor Road and Reed Road. The alignment does not affect the road hierarchy in this section. Road form The alignment for Section N3 is not envisaged to alter the existing or planned form of the transport network within its extents. Intersections Sections N3 contains numerous intersections and impacts resulting from the alignment and are shown in Table 16.6 below: Table 16.6: Section N3 intersections – Skyrail to Trinity Park

Intersection type Intersection current proposed CWAR/Captain Cook Highway (Skyrail) roundabout no impact Kennedy Highway/Captain Cook Highway roundabout to be confirmed Cattana Road underpass/busway none to be confirmed

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Intersection type Intersection current proposed Stanton Road/busway signalised crossing to be confirmed

Captain Cook Highway/McGregor Road roundabout to be confirmed Captain Cook Highway/Reed Road roundabout roundabout (4 th leg added)

Intersections labelled as ‘to be confirmed’ are those that are the subject of current separate planning for the Captain Cook Highway. The alignment for Section N3 is integrated with this planning. Intersections labelled as ‘no impact’ are those intersections where no conflict is envisaged. The inclusion of a fourth leg to the western side of the Reed Road roundabout as a result of the alignment will be a standard design. Capacity The alignment for Section N3 comprises a busway corridor and is therefore not envisaged to impact upon the capacity of the existing transport network within its alignment cross section. While future intersection upgrades to the Kennedy Highway and McGregor Road roundabouts are likely to be significant, the resultant intersection form is envisaged to be such that sufficient general traffic and Cairns Transit Network capacity is achieved over an acceptable planning horizon. Further traffic analysis during future design stages of the Cairns Transit Network will be required to determine the scale of these impacts and any possible mitigation measures. Local access Local access and vehicle movements are not likely to be impacted by the alignment for Section N3, however future detailed investigations into the alignments traversing the proposed Smithfield town centre and James Cook University are required to confirm this. Parking The alignment for Section N3 does not impact upon parking.

16.5.3.3 Current investigations Current investigations being undertaken within the limits of Section N3 include: Smithfield Bypass Planning The Department of Transport and Main Roads have previously investigated a Smithfield bypass from Yorkeys Knob roundabout to McGregor Road roundabout. Should this bypass be implemented, the capacity of the Captain Cook Highway within the extents of Section N3 will be significantly increased.

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Captain Cook Highway (Grove Street to Buchans Point) Multi-modal transport corridor study The Department of Transport and Main Roads is currently undertaking a multi-modal transport corridor study within the limits of Section N3 and the outcomes of this will be integrated with the Cairns Transit Network.

16.5.3.4 Future investigation requirements Future investigations into the impact of the alignment for Section N3 should include: • participation in future planning and design for intermediate and ultimate upgrades to the CWAR, Kennedy and McGregor Road roundabouts • detailed traffic analysis of proposed intersection upgrades at Cattana Road, Stanton Road and McGregor Road, including identification of appropriate mitigation measures.

16.5.4 Section N4 – Trinity Park to Palm Cove 16.5.4.1 Overview Section N4 is 9.7 kilometres long and joins the northern end of Section N3 at Reed Road. It then heads northward following the alignment of the proposed Trinity Beach interconnector road from Reed Road to Trinity Beach Road. The alignment then follows Trinity Beach Road to join a future Council network road (future link) between Trinity and Kewarra Beaches before following Poolwood Road westward to the Captain Cook Highway and then heading northward along the highway to the intersection with Palm Cove Boulevard at Palm Cove. The northern corridor of the Cairns Transit Network joins the existing road network to travel in general traffic at Palm Cove. Varying corridor treatments are identified for Section N4 as follows: • Reed Road to Trinity Beach Road – median bus-only corridor • Trinity Beach Road to Poolwood Road – general traffic (via future interconnector) • Poolwood Road to Captain Cook Highway – general traffic • Poolwood Road to Palm Cove Boulevard – kerbside bus/transit lanes

• Palm Cove Boulevard to Palm Cove – general traffic.

16.5.4.2 Road network impacts The impacts on the road network resulting from the alignment for Section N4 are as follows: Road hierarchy The road hierarchy for Section N4 is variable along its length and is delineated as follows: Reed Road to Trinity Beach Road For this section, Council’s Transport Network Plan identifies a future council network road, the Trinity – Reed Interconnector to connect with other council network roads at Reed Road, Smithfield Drive and Trinity Beach Road. Council’s Transport Network Plan identifies this alignment as a protected public transport corridor.

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The alignment for Section N4 does not affect the road hierarchy in this section. Trinity Beach Road to Poolwood Road The alignment for this section follows Trinity Beach Road and then the future four lane median divided interconnector between Trinity Beach and Kewarra Beach and buses will operate in general traffic. The alignment for Section N4 does not affect the road hierarchy in this section. Poolwood Road to Palm Cove Boulevard This section traverses the state controlled road network of the Captain Cook Highway with connections to council network roads at Clifton Road, Endeavour Road and Palm Cove Boulevard. Existing council connector roads occur at Paradise Palms Drive, Evergreen Street and Ellison Street, however future Council Transport Network Plan implementation limits these connector road intersections to Paradise Palms Drive only. The alignment for Section N4 does not affect the road hierarchy in this section. Road form The Council Transport Network Plan identifies the Trinity – Reed Interconnector as a 4 lane median divided road, with roundabouts at its major intersections. The alignment for Section N4 accommodates the 4 lane median divided arrangement, but includes signalised intersections instead of roundabouts to accommodate the median bus-only operation. Trinity Beach Road is currently a 4 lane median divided road and the alignment does not alter this. The Council Transport Network Plan identifies the Trinity – Kewarra Interconnector as a 4 lane median divided road, with roundabouts at its major intersections. The alignment for Section N4 accommodates the 4 lane median divided arrangement, however further investigations are required to confirm the intersection forms. Poolwood Road is currently a 2 lane median divided road between the Trinity – Kewarra Interconnector and Cottesloe Drive and a 4 lane median divided road from Cottesloe Drive to the Captain Cook Highway. The alignment for Section N4 does not alter this. This section of the Captain Cook Highway is currently a 2 lane undivided road, however previous planning by Department of Transport and Main Roads has identified a future upgrade to a 4 lane median divided configuration. The alignment for Section N4 does not affect the existing situation or future planning. Intersections Sections N4 contains numerous intersections and impacts resulting from the alignment and are show in Table 16.7 below:

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Table 16.7: Section N4 intersections – Trinity Park to Palm Cove

Intersection type Intersection current proposed Smithfield Village Drive/ roundabout to be confirmed Reed Road (signalised crossing) Trinity Beach Interconnector/ - to be confirmed Minor Road 1 (left in/left out) Trinity Beach Interconnector/ - to be confirmed Minor Road 2 (signalised T junction) Trinity Beach Interconnector/ - to be confirmed Roberts Drive (signalised T junction) Trinity Beach Interconnector/ - to be confirmed Trinity Beach Road (signalised crossing) Trinity Beach Road/Future - to be confirmed Trinity-Kewarra Interconnector (roundabout) Trinity Beach Road/Future unsignalised T junction to be confirmed Trinity-Kewarra Interconnector (roundabout) Poolwood Road/ Roundabout no impact Cottesloe Drive Captain Cook Highway/ Roundabout no impact Poolwood Road Captain Cook Highway/ unsignalised T junction reconfigured Paradise Palms Drive unsignalised T junction Captain Cook Highway/ unsignalised T junction reconfigured Rudder Street unsignalised T junction Captain Cook Highway/ unsignalised T junction reconfigured Evergreen Street unsignalised T junction Captain Cook Highway/ unsignalised T junction reconfigured Clifton Road unsignalised T junction Captain Cook Highway/ signalised T junction reconfigured signalised Endeavour Road T junction Captain Cook Highway/ unsignalised T junction reconfigured Alexandria Street unsignalised T junction Captain Cook Highway/ unsignalised T junction reconfigured Palm Cove Boulevard unsignalised T junction

Intersections labelled as ‘to be confirmed’ are those that are the subject of current negotiations between Cairns Regional Council and Department of Transport and Main Roads. The preferred intersection form is shown in brackets, however there are no concept design details for these as yet.

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Intersections labelled as ‘no impact’ are those intersections where no additional conflict is envisaged that requires a mitigation treatment. Reconfigured unsignalised intersections or roundabouts are intersections where only a minor alteration is required to accommodate the widening for the kerbside bus lanes, transit lanes or adjoining busway. Capacity A new link road between Trinity Beach Road and Reed Road is still under design and expected traffic volumes at opening are unknown. The overall capacity for this 4 lane median divided road is likely to be in the order of 40,000vpd and future traffic volumes are unlikely to exceed this amount. The roundabouts proposed under the current Council Transport Network Plan will likely result in a general free flow situation, however the signalised intersections included in the alignment for Section N4 could impact upon the capacity of this road and further investigation is required to determine the scale of this. Trinity Beach Road is a 4 lane median divided road and future traffic volumes are unlikely to exceed the available capacity of approximately 30,000vpd. Existing and proposed intersections within this section are also unlikely to have capacity issues. The Cairns Transit Network will run on street through this section and it is not envisaged that this will create any capacity issues for either general traffic or buses. The traffic volumes likely to use the Trinity – Kewarra Interconnector are unknown at this stage, however they are unlikely to exceed the available capacity of approximately 30,000vpd. Existing and proposed intersections within this section are also unlikely to have capacity issues. The Cairns Transit Network will run on street through this section and it is not envisaged that this will create any capacity issues for either general traffic or buses. Future traffic volumes for Poolwood Road are unlikely to exceed the available capacity of approximately 15,000vpd (2 lanes, undivided) or approximately 30,000vpd (4 lanes, median divided) and existing intersections within this section are also unlikely to have capacity issues. The Cairns Transit Network will run on street through this section and it is not envisaged that this will create any capacity issues for either general traffic or buses. The Captain Cook Highway has recorded a 2007 Annual Average Daily Traffic (AADT) of 16,113vpd, which is predicted to increase to 25,000vpd by 2036. These future volumes will require the existing road form to be upgraded to at least 4 lanes median divided, however the alignment of kerbside bus lanes or transit lanes is not envisaged to impact upon the ability to add these additional lanes in future, if needed. Local access Local access and vehicle movements are not likely to be impacted by the alignment for Section N4, however future investigations into the alignment following the Trinity – Reed Interconnector is required to confirm this.

Parking The alignment for Section N4 does not impact upon parking.

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16.5.4.3 Current investigations The Department of Transport and Main Roads is currently undertaking a multi-modal transport corridor study within the limits of Section N4 and the outcomes of this will be integrated with the Cairns Transit Network.

16.5.4.4 Future investigation requirements Future investigations into the impact of the alignment for Section N4 should include: • detailed traffic analysis of proposed intersection upgrades at Reed Road/Smithfield Drive/Trinity – Reed interconnector, including identification of appropriate mitigation measures • confirmation that capacity on Trinity – Reed Interconnector, including intersections, is not adversely affected by median bus-only operation • confirmation that capacity on Trinity Beach Road, Trinity – Kewarra Interconnector and Poolwood Road, including intersections, is not adversely affected by on street running of buses. 16.6 Southern corridor The southern corridor extends for 28 kilometres from the Cairns city centre via Earlville and Edmonton to Gordonvale with up to 25 stations. The southern corridor includes a combination of transit network treatments and a breakdown of lengths is summarised in Table 16.8 below: Table 16.8: Southern corridor - lengths of transit network options

Transit network option Length Busway corridor 15.7km Median bus-only corridor 7.9km Kerbside bus/transit Lane 1km General traffic 3.3km

16.6.1 Section S1 – Cairns City to Moody Creek 16.6.1.1 Overview Section S1 is 3.7 kilometres long and follows Little Spence Street and Spence Street extending westwards from Lake Street to Moody Creek.

Varying corridor treatments are proposed for Section S1 as follows: • Lake Street to McLeod Street – kerbside bus/transit lanes • McLeod Street to Draper Street – combination of kerbside bus transit lanes and bus priority treatments • Draper Street to Moody Creek – median bus-only corridor running in the Spence Street non rail transport corridor in the former railway.

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The transit network also crosses the heavy rail line on Spence Street near Cairns Central shopping centre.

16.6.1.2 Road network impacts The impacts on the road network resulting from the alignment for Section S1 are as follows: Road hierarchy Under the Cairns Regional Council Transport Network Plan Spence Street is designated as a network road, with connections to other network roads at Grafton, Sheridan, Aumuller and Lyons Streets. It intersects with a connector road at McLeod Street. Future requirements of the Council Transport Network Plan indicate Spence Street extending from Lyons Street to Mulgrave Road as a state controlled road and the entire length of Spence Street designated as a protected public transport corridor. The alignment for Section S1 does not change the road hierarchy for Spence Street or its connections to network or connector roads. Road form Spence Street is currently a 4 lane median divided road between The Esplanade and Fearnley Street and a 2 lane undivided road for its remaining length. Future planning under Council’s Transport Network Plan provides for a 4 lane median divided cross section with parallel parking for its entire length and an additional signalised intersection at Severin Street, with other existing intersections to remain unchanged. The alignment for Section S1 is consistent with this future planning with the exception of the removal of the existing Buchan Street signals and the inclusion of an additional signalised intersection at Brown Street. Intersections The section of Spence Street within the extents of Section S1 currently contains one roundabout, nine signalised intersections, eleven unsignalised intersections and one U-turn facility. The provision of the alignment will result in ten signalised intersections, eleven left in/left out and the closure of the Upturn facility. The section of Little Spence Street within the extents of Section S1 currently contains four unsignalised intersections. Each of these are proposed to be converted to left in/left out intersections, however further planning to determine the access requirements for these intersections will be required in future stages. These changes are summarised in Table 16.9 below: Table 16.9: Section S1 intersections Intersection type Intersection current proposed Lake Street signalised crossing reconfigured signalised crossing reconfigured Grafton Street signalised crossing signalised crossing

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Intersection type Intersection current proposed reconfigured Sheridan Street signalised crossing signalised crossing reconfigured signalised McLeod Street Signalised T intersection T intersection reconfigured Bunda Street signalised crossing signalised crossing Taylor Street left in/left out no impact reconfigured Draper Street signalised crossing signalised crossing Robb Street left in/left out no impact Palm Street left in/left out no impact Severin Street roundabout signalised crossing Plath Close left in/left out no impact U-turn (opposite U-turn closed Bunnings access) Fearnley Street left in/left out/right in left in/left out Odgen (on Little Spence unsignalised T intersection left in/left out Street) Buchan Street (North) left in/left out signalised crossing Buchan Street (South) left in/left out Kidston Street (on Little unsignalised T intersection left in/left out Spence) reconfigured signalised Aumuller Street signalised crossing crossing Barrett Street unsignalised T intersection left in/left out Edgar Street unsignalised T intersection left in/left out Lazarus Street (on Little unsignalised T intersection left in/left out Spence Street) Hannam Street unsignalised T intersection left in/left out Brown Street (North) unsignalised T intersection Little Brown Street signalised T intersection unsignalised T intersection (North) Brown Street (on little unsignalised T intersection left in/left out Spence Street) reconfigured Lyons Street signalised crossing signalised crossing Newell Street unsignalised T intersection left in/left out

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Intersection type Intersection current proposed to be confirmed McCoombe Street - (signalised crossing)

The McCoombe Street/Spence Street intersection type is not yet confirmed and forms part of current planning being undertaken by the Department of Transport and Main Roads. The reconfigured signalised intersections at Lake, Grafton, Sheridan and McLeod Streets will generally comprise: • 1.5m bicycle lanes in each direction • 2 x 3.2m through general traffic lanes in each direction • 3.0m dedicated right turn lanes in each direction • 3.0m dedicated left turn lanes in each direction • 3.2m kerbside bus/transit lanes in each direction • pedestrian crossings. Dedicated left turn lanes are provided to avoid conflict between left turning general traffic and through moving buses. Left turning general traffic will be required to weave across the kerbside bus/transit lane to enter this left turn lane. A clearway section should be marked on the kerbside bus lane to enable this movement to be made. The intersection cross section is 28.2m wide and can be wholly contained within the existing kerb-to-kerb width. The reconfigured signalised intersection at Bunda Street is proposed to have a similar configuration to the existing arrangements only with reduced width lanes (3.2m) and a kerbside bus/transit lane in the inbound direction. The Draper Street intersection is the point where the kerbside/on street running/bus priority treatment transitions to a median bus-only corridor. General traffic, bicycle and pedestrian provision will be as per other reconfigured signalised intersections. In bound buses will traverse the intersection under bus priority using a 3.5m lane in the median corridor that is separated from general traffic by raised medians. Outbound buses will traverse the intersection with the general traffic until a diverge lane is formed into the median bus only corridor on the western leg of the intersection. Concept design plan S1_03 presents this layout in detail. The new and reconfigured signalised intersections at Severin, Aumuller, Brown and Lyons Streets will generally comprise: • 1.5m bicycle lanes in each direction • 3.5m combined through/left turn general traffic lanes in each direction • 3.5m through general traffic lanes in each direction • 3.0m dedicated right turn lanes in each direction

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• 3.5m median bus-only lanes in each direction, with bus priority treatment • 2m wide landscaped median separator between bus and general traffic lanes • pedestrian crossings. The left in/left out intersections will minimise the number of general traffic right turns across the busway. These intersections will comprise raised concrete islands to prevent right turn movements and can be wholly contained within the existing road reserve. Capacity Between Lake Street and Fearnley Street, Spence Street has a capacity in the order of 40,000vpd, however this actual capacity is likely to be much lower due to the high number of signalised intersections and on street car parking. The existing traffic volumes are estimated to be in the order of 12,000 to 15,000vpd. Between Fearnley Street and Lyons Street the capacity is in the order of 20,000vpd, however current volumes are estimated to be significantly lower, around 5,000 to 8,000vpd. The existing traffic volumes are likely to increase in line with projected growth rates, however once the Spence Street extension to Mulgrave Road is introduced, the traffic volumes are likely to increase significantly since this connection is envisaged to accommodate 25% of the combined traffic volumes using Mulgrave Road and Ray Jones Drive. The Cairns Strategic Traffic Model (CSTM) indicates the 2036 traffic volumes for Spence Street to be in the order of 25,000vpd. The capacity of the proposed future 4 lane median divided configuration for Spence Street will generally be in the order of 40,000vpd, however the numerous signalised intersections and on street kerbside parking will reduce this capacity substantially. It is likely that the future traffic volumes can be accommodated within the alignment for Section S1, however further traffic analysis will be required. Local access Local access along Spence Street between Lake Street and Fearnley Streets is currently restricted due to the existing 4 lane median divided cross section. The remaining length of Spence Street is unrestricted. The alignment for Section S1 between Lake Street and Severin Street does not change the current local access restrictions. However, the left in/left out treatment at Fearnley Street will require vehicles to travel to Aumuller Street to have their first opportunity of an all movements intersection, although the left only intersection at Buchan Street will provide an earlier access. The alignment for the remaining length of Spence Street will introduce medians for the mid-block sections and therefore prevent vehicles turning right into properties. Vehicles wishing to access these properties will need to turn right at the proposed signalised intersections and divert onto either Scott or Hartley Streets before returning to Spence Street at an adjacent intersection. The left in/left out treatments proposed for Buchan, Kidston, Barrett, Edgar, Lazarus, Hannam, Brown (south) and Newell Streets will require a similar traffic diversion to provide access. Further investigations may identify the opportunity for a service road link for many of

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these intersections and this may resolve the local access issues created by the proposed 4 lane median divided road. Parking The section of Spence Street within the extents of Section S1 contains a significant amount of formal (marked) and informal (unmarked) on street parking. Formal kerbside angle parking and centre parking exists between Lake Street and McLeod Street. Parking between McLeod and Draper Streets is mostly informal kerbside parallel parking. Between Draper and Fearnley Streets parking is mostly formal kerbside angle parking. The remaining length of Spence Street contains a significant amount of parking as a result of the very wide road reserve which accommodates the old rail corridor. Parking within the non rail transport corridor however is prohibited except where licence to occupy has been granted by the state government. The alignment for Section S1 will have some impact on the net available on street parking between Lake Street and McLeod Street since parallel parking is proposed within the cross section. On street parking will be impacted between McLeod Street and Severin Street. The available car parking for the remaining length of Section S1 is undetermined at this stage and will be the subject for further planning and consultation during future detailed design phases of the Cairns Transit Network. This impact is summarised in Table 16.10 below: Table 16.10: Section S1 parking Existing parking Street Resultant parking Formal Informal (1) from alignment Lake Street to Grafton Street 42 - 25 Grafton Street to Sheridan 29 - 24 Street Sheridan Street to McLeod 38 - 28 Street McLeod Street to Bunda 2 22 0 Street Bunda Street to Draper Street 2 39 to be confirmed Draper Street to Severin 18 16 0 Street Severin Street to Fearnley 80 - to be confirmed Street Fearnley Street to Moody 0 inconclusive to be confirmed Creek Total 211

(1) Informal parking is estimated from aerial photograph taking into account access and intersection conflicts

Similar to Section N1, the desire to minimise property resumptions has meant a reduction in the amount of parking spaces. As the inner city areas are established urban areas, the

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introduction of the Cairns Transit Network will have impacts on either private properties or car parking. The draft concept design provides a balance between the two competing needs and locates the transit network within this S1 section within the old railway corridor rather than intruding into private properties.

16.6.1.3 Current investigations Current investigations being undertaken within the limits of Section S1 include: Cairns North and Cairns City Centre Traffic Modelling Cairns Regional Council and Department of Transport and Main Roads are undertaking a traffic modelling of the road network within the Cairns North and Cairns city centre area. This study will include scenario testing of the Cairns Transit Network introduction on Spence Street.

16.6.1.4 Future investigation requirements Future investigations into the impact of the alignment for Section S1 should include: • detailed traffic analysis of all proposed intersection upgrades on Spence Street, including identification of appropriate mitigation measures • safety and possible delays at the heavy rail crossing on Spence Street near Bunda Street intersection • further assessment of the parking provision along Spence Street.

16.6.2 Section S2 – Moody Creek to Earlville 16.6.2.1 Overview Section S2 is approximately 2 kilometres long and extends from the end of Section S1 at Moody Creek and traverses undeveloped land bound by Chinaman Creek, a retirement village and the Pony Club before joining Telford Street and heading towards Ishmael Road. The transit network then travels along Ishmael Road and connects to Mulgrave Road or to the start of Section S3 at the Cannon Park racecourse. Varying corridor treatments are identified for Section S2 as follows: • Moody Creek to Telford Street – busway corridor • Telford Street – general traffic • Ishmael Road – general traffic.

16.6.2.2 Road network impacts The impacts on the road network resulting from the alignment for Section S2 are as follows:

Road hierarchy Telford Street and Ishmael Road are local access streets under the Council’s Transport Network Plan. Ishmael Road links to Mulgrave Road, which is a state controlled road.

The alignment for Section S2 does not change the road hierarchy for the streets.

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Road form The alignment for Section S2 is not envisaged to alter the planned form of the transport network within its extents.

Intersections Section S2 contains existing intersections that are likely to be impacted by the alignment as shown in Table 16.11 below: Table 16.11: Section S2 intersections

Intersection type Intersection current proposed Ishmael Road/ unsignalised T intersection no impact Telford Street reconfigured signalised Ishmael Road/ signalised T intersection T intersection Mulgrave Road (with bus priority) Ishmael Road/ unsignalised T intersection no impact shopping centre access Ishmael Road/ - to be confirmed Earlville station entrance Ishmael Road/ unsignalised T intersection no impact Cavallaro Avenue Ishmael Road/ unsignalised T intersection no impact McGuigan Street Ishmael Road/ unsignalised T intersection no impact Cavallaro Avenue Ishmael Road/ unsignalised T intersection no impact Commercial Place Ishmael Road/ unsignalised T intersection no impact Page Street Ishmael Road/ unsignalised T intersection closure Little Mulgrave Road Ishmael Road/ signalised T intersection to be confirmed Mulgrave Road Capacity Telford Street and Ishmael Road are low volume streets and the proposed on street running of buses is not envisaged to be an issue for the capacity of general traffic or buses. Local access Local access along the road network within Section S2 is currently unrestricted. The unrestricted access is envisaged to remain after the implementation of the Cairns Transit

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Network with the exception of the intersection of Ishmael Road and Little Mulgrave Road, which will be closed. Access for vehicles on Little Mulgrave Road will be via Olley Street to Page Street and then to Ishmael Road. Due to the proposed intersection upgrade for Ishmael/Mulgrave Road (opposite Toogood Road) it is possible that traffic will utilise Ishmael Road to bypass two sets of traffic lights on Mulgrave Road, resulting in increased traffic volumes. Further investigation is required in future detailed design. Parking The alignment for Section S2 does not impact upon parking.

16.6.2.3 Current investigations There are no current investigations being undertaken within the limits of Section S2.

16.6.2.4 Future investigation requirements Future investigations into the impact of the alignment for Section S2 should include: • review of potential traffic volume increase on Ishmael Road resulting from new link to Mulgrave Road • detailed traffic analysis of proposed intersection upgrades to the Ishmael/Mulgrave Road intersections.

16.6.3 Section S3 – Earlville to Edmonton 16.6.3.1 Overview Section S3 is 9.2 kilometres long, starting at the Cannon Park race course and terminating at the proposed Edmonton town centre. It runs parallel to Mulgrave Road on the eastern side before transitioning to the western side of the Bruce Highway at the Ray Jones Drive intersection. Section S3 then follows the existing road corridor until just south of Bentley Park College where it turns west and connects into the proposed Edmonton town centre. A busway corridor is identified for Section S3.

16.6.3.2 Road network impacts The impacts on the road network resulting from the alignment for Section S3 are as follows: Road hierarchy Mulgrave Road Mulgrave Road is a state controlled road that starts at Rigg Street and terminates at the intersection with the Captain Cook Highway. Mulgrave Road was part of the national highway network up until 2006 when it was reclassified to a state controlled road.

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Bruce Highway The Bruce Highway is the principal corridor linking coastal Queensland cities and towns with Brisbane and interstate capitals, and represents a major component of the National Land Transport (Auslink) Network in Queensland. Logomeir Road Under the Cairns Regional Council Transport Network Plan (TNP) Logomeir Road is designated as a network road, with connections to other network roads at Warner Road, Bicentennial Road and Ravizza Drive. The alignment for Section S3 does not change the road hierarchy for any of the abovementioned roads. Road form Mulgrave Road Mulgrave Road is currently a 4 lane median divided road. The proposed ultimate form will be identified by the Cairns Bruce Highway Upgrade project. Bruce Highway – Rigg Street to Foster Road This section of the highway is currently a 6 lane median divided road. The proposed ultimate form will be identified by the Cairns Bruce Highway Upgrade project. Bruce Highway – Foster Road to Robert Road This section of the highway is currently a 4 lane median divided road. The proposed ultimate form will be identified by the Cairns Bruce Highway Upgrade project. Logomeir Road Logomeir Road is 2 lane undivided road. Future planning under Council’s Transport Network Plan indicates a 4 lane median divided cross section. The alignment for Section S3 will not impact on the proposed upgrades for any of the abovementioned roads.

16.6.3.3 Intersections Section S3 contains existing intersections that are likely to be impacted by the alignment as shown in Table 16.12 below: Table 16.12: Section S3 intersections

Intersection type Intersection current proposed 2 x staggered signalised Rigg Street/Ray Jones Drive signalised crossing T intersections Charlotte Close left in/left out closed Anderson Road signalised crossing closed Forest Gardens/Sheehy Road signalised crossing grade separated

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Intersection type Intersection current proposed signalised Coombs Street closed T intersection Foster Road signalised T intersection grade separated Progress Road priority T intersection closed Robert Road/Swallow Road signalised crossing closed Ravizza Drive roundabout closed signalised intersection, Access to Edmonton town centre not existing form to be determined by developer.

Notes: • each signalised intersection will provide a priority signal phase(s) for the busway • access between the local streets and the busway is to be confirmed in the detailed design phase. Capacity Mulgrave Road Mulgrave road is a 4 lane median divided road with a posted speed of 80km/hr and a 2008 Annual Average Daily Traffic (AADT) of 35,000vpd. A traffic model has been undertaken as part of the Cairns Bruce Highway Upgrade project. The Cairns Transit Network alignment for Section S3 is a dedicated busway separate from Mulgrave Road, it is not expected to reduce the capacity of Mulgrave Road. Bruce Highway The Bruce Highway is a 6 lane median divided road with a posted speed of 80km/hr and a 2009 AADT of 55,000vpd approaching Anderson Road. The AADT along the Bruce Highway is expected to double over the next 30 years to 100,000vpd. As noted above while the traffic model is not complete, the alignment for Section S3 is a dedicated busway separate from the Bruce Highway therefore it will not expected to reduce the capacity of the Bruce Highway. Logomeir Road Logomeir Road is currently a 2 lane residential street with traffic volumes less than 500 vpd. Under the Cairns Bruce Highway Upgrade project it is proposed to be converted to a 4 lane median divided to provide access between Edmonton and the Bentley interchange on the Bruce Highway. Future traffic volumes on this 4 lane median divided road are projected to be in the order of 36,000 vpd.

Local access Mulgrave Road Access from Mulgrave Road to the busway is not proposed along the length of Section S3.

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Bruce Highway Access from the Bruce Highway to the busway is not proposed along the length of Section S3. Similarly, access is not proposed between the grade separate intersections and the busway. Access is, however, proposed from the local streets with the following preliminary locations identified: • Robert Road • Trafalgar Street • Foster Road

• George Cannon Drive • Anderson Road West. Logomeir Road Access will be provided to and from the busway via the signalised intersections. A planning layout for the future Edmonton town centre at Manns Farm is not yet complete so the number of access points is not known at this stage.

Parking The alignment for Section S3 does not impact upon parking.

16.6.3.4 Current investigations Current investigations being undertaken within the limits of Section S3 include: Cairns Bruce Highway Upgrade – traffic modelling The Department of Transport and Main Roads is undertaking a traffic model of the road network south of Cairns extending from Wright Creek through to the end of the Bruce Highway. The traffic model does not include a dedicated busway network; however, traffic volumes have been adjusted to reflect 20% of peak hour trips being undertaken by public transport. Edmonton town centre (Manns Farm) - Traffic impact assessment It is expected that a traffic assessment will be undertaken as part of the Edmonton town centre project. This work is being managed by Cairns Regional Council and further consultation will be required when this report becomes available. Mount Peter Master Planning Traffic modelling is being undertaken by Cairns Regional Council for Mount Peter and results will be evaluated in future stages of the Cairns Transit Network.

16.6.3.5 Future investigation requirements Future investigations into the impact of the alignment for Section S3 should include detailed traffic analysis of proposed intersection upgrades on:

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• Rigg Street/Bruce Highway • Logomeir Road.

16.6.4 Section S4 – Edmonton to Gordonvale 16.6.4.1 Overview Section S4 is approximately 10.4 kilometres long. The alignment follows Chay Road from Edmonton to Petersen Road, where it connects to the Mount Peter Master Planned Area. After the Mount Peter Master Planned Area, the alignment follows Draper Road to cross the Bruce Highway onto Cairns Road, then along Norman Street to terminate near Norman Park in Gordonvale. Varying corridor treatments are identified for Section S4 as follows: • Edmonton to Hussey Road – median bus-only corridor • Hussey Road to Draper Road – busway corridor • Draper Road to Norman Park, Gordonvale – general traffic.

16.6.4.2 Road network impacts The impacts on the road network resulting from the alignment for Section S4 are as follows: Road hierarchy Under the Council's Transport Network Plan, Walker Road is designated as a network road with connections to other network roads at Mill, Mount Peter and Petersen Roads. The road hierarchy within the Mount Peter Master Planned area will be determined by that planning process. At the southern extent of the alignment Draper Road is a network road that has connections to the Bruce Highway and other, as yet undefined, connector roads. The remaining on street running component of the alignment for Section S4 traverses council network roads, Cairns Road and Norman Street. The alignment for Section S4 does not change the road hierarchy within its alignment cross section. Road form The alignment for Section S4 is not envisaged to alter the existing or planned form of the transport network within its extents. Intersections Section S4 contains several intersections that are likely to be impacted by the alignment and are shown in Table 16.13 below:

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Table 16.13: Section S4 intersections Intersection type Intersection current proposed Walker Road/Mill Road/ - to be confirmed Isabella Road (signalised crossing) Walker Road/ signalised crossing reconfigured signalised Hambledon Drive crossing Walker Road/Bowers Street unsignalised T junction no impact (left in/left out) Walker Road/ - to be confirmed Wiseman Road (West) (left in/left out) Chay Road/ unsignalised T junction to be confirmed Mount Peter Road (signalised crossing) Chay Road/ unsignalised T junction to be confirmed Plantation Road (signalised crossing) Mount Peter Road/ unsignalised crossing to be confirmed Petersen Road (signalised crossing)

There will be numerous intersections within the Mount Peter Master Planned Area and these will be resolved by that planning process. Capacity Expected traffic volumes on the Edmonton to Hussey Road section of the S4 alignment are expected to be significantly less than the estimated capacity. The median bus lanes proposed for this section are not envisaged to impact upon capacity. The Hussey Road to Draper Road section comprises a busway corridor and is therefore not envisaged to impact upon the capacity of the existing transport network within its alignment cross section. The capacity of both the existing transport network and Cairns Transit Network could be affected at the intersection conflicts listed above, however many of these are not likely to be significant due to the low order roads involved. The Walker/Mill/Isabella Road and Walker Road/Hambledon Drive intersections have higher volumes and the impacts on these are envisaged to be greater, however a detailed traffic analysis is required to determine the scale of this. Potential conflicts and capacity issues created by the alignment for Section S4 within the Mount Peter Master Planned Area will be resolved by that planning process. Local access Local access and vehicle movements are not likely to be impacted by the alignment for Section S4. Potential local access restrictions created by the alignment for Section S4 within the Mount Peter Master Planned Area will be resolved by that planning process.

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Parking The alignment for Section S4 does not impact upon parking.

16.6.4.3 Current investigations The major current investigation being undertaken within the limits of Section S4 is the Mount Peter Master Plan. As part of this planning, the future transport network for the Mount Peter area will be resolved and a traffic model produced to validate it. This planning process will include the Cairns Transit Network requirements for Section S4.

16.6.4.4 Future investigation requirements Future investigations into the impact of the alignment for Section S4 should include: • detailed traffic analysis of proposed intersection upgrades at Walker/Mill/Isabella Road and Walker Road/Hambledon Drive, including identification of appropriate mitigation measures • confirmation that the proposed on street running through Gordonvale will not adversely impact on general traffic and bus capacity

• cane rail crossings. 16.7 Western corridor The western corridor extends for approximately 16 kilometres from the Cairns Base Hospital station via Redlynch to Smithfield with 14 stations. The western corridor includes a combination of transit network treatments and a breakdown of lengths is summarised in Table 16.14 below: Table 16.14: Western corridor - lengths of transit network options

Transit network option Length Busway corridor NIL Median bus-only corridor NIL Kerbside bus/transit Lane 14km General traffic 2km

16.7.1 Section W1 – Cairns Base Hospital to Manoora 16.7.1.1 Overview Section W1 is 4 kilometres in length and connects with Section N1 at the Lake/Grove Street intersection adjacent to the Cairns Base Hospital. The alignment follows Grove Street to Martyn Street, heads along Martyn Street to Gatton Street and then follows Gatton Street to the intersection with Aumuller and Hoare Street. The alignment then travels along Hoare Street and Pease Street to connect with Reservoir Road. Varying corridor treatments are identified for Section W1 as follows: • Grove Street – kerbside bus/transit lane

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• Martyn Street – kerbside bus/transit lane • Gatton Street – kerbside bus/transit lane • Hoare Street – kerbside bus/transit lane • Pease Street – general traffic.

16.7.1.2 Road network impacts The impacts on the road network resulting from the alignment for Section W1 are as follows: Road hierarchy Under Council's Transport Network Plan Grove Street is designated as a network road between Lake and Martyn Streets. It links with other network roads at Lake and Martyn Street and intersects with the state controlled road network (Captain Cook Highway) and the connector road of McLeod Street. Under Council's Transport Network Plan Martyn Street and Gatton Street are designated as network roads. Hoare Street is also designated as a network road, with links to other network roads at Gatton Street and the state controlled road of CWAR (Pease Street). The alignment for Section W1 does not affect the road hierarchy in this section. Road form Grove Street is currently a 2 lane undivided road. Future planning under Council’s Transport Network Plan provides for: • 4 lane median divided cross section with parallel parking between Lake Street and Martyn Street • a signalised intersection at Lake Street, with other existing intersections to remain unchanged. The alignment for Section W1 is not consistent with this future planning in that only two general traffic lanes are and additional signalised intersections are envisaged. The road form for Martyn, Gatton, Hoare and Pease Streets remains unchanged as a result of the alignment, however the parallel parking on Hoare Street is eliminated. Intersections The section of Grove Street currently contains two roundabouts, two signalised intersections and four unsignalised intersections. The provision of the Cairns Transit Network alignment will require a minimum of five signalised intersections and two left in/left out treatments. The Martyn Street/Gatton Street intersection is currently a roundabout; however the provision of the Cairns Transit Network alignment will require this to be upgraded to a signalised intersection. The section of Gatton Street currently contains one roundabout, one signalised intersection and seven unsignalised intersections. The provision of the Cairns Transit Network alignment will require a minimum of two signalised intersections and seven left in/left out treatments.

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The section of Hoare Street currently contains one signalised intersection and nine unsignalised intersections. The provision of the Cairns Transit Network alignment will require two signalised intersections and eight left in/left out treatments. The section of Pease Street currently contains two signalised and three unsignalised intersections. The provision of the Cairns Transit Network alignment will have no impact on any of these intersections. These changes are summarised in Table 16.15 as follows: Table 16.15: Section W1 intersections

Intersection type Intersection current proposed Grove Street/Lake Street signalised crossing reconfigured signalised crossing Grove Street/Digger Street unsignalised T junction signalised crossing Grove Street/Grafton Street unsignalised T junction Grove Street/Sheridan Street signalised crossing signalised crossing Grove Street/McLeod Street roundabout signalised crossing Grove Street/Beryl Street unsignalised T junction left in/left out Grove Street/Dunn Street unsignalised T junction left in/left out Grove Street/Martyn Street roundabout signalised crossing Martyn Street/Gatton Street roundabout signalised crossing Gatton Street/Draper Street (North) left in/left out unsignalised crossing Gatton Street/Draper Street (South) left in/left out Gatton Street/Pembroke Street unsignalised T junction left in/left out Gatton Street/Severin Street roundabout signalised crossing Gatton Street/Newton Street unsignalised T junction no impact Gatton Street/Buchan Street unsignalised T junction left in/left out Gatton Street/Jones Street unsignalised T junction left in/left out Gatton Street/Rose Blank Close unsignalised T junction left in/left out Gatton Street/Collinson unsignalised T junction left in/left out Gatton Street/Hoare Street/ signalised crossing reconfigured Aumuller Street signalised crossing Hoare Street/Eureka Street unsignalised T junction signalised T junction Hoare Street/Monk Street left in/left out no impact Hoare Street/Clarke Street unsignalised crossing left in/left out Hoare Street/Kiernan Street left in/left out no impact Hoare Street/Petersen Close left in/left out no impact

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Intersection type Intersection current proposed Hoare Street/English Street signalised crossing reconfigured signalised crossing Hoare Street/Cominos Place left in/left out no impact Hoare Street/Sperring Street left in/left out no impact Hoare Street/McCormack Street unsignalised crossing left in/left out Hoare Street/Mayers Street unsignalised crossing left in/left out Hoare Street/Pease/Moody Street signalised crossing no impact Pease Street/Murray Street unsignalised T junction no impact Pease Street/MacIlwraith Street left in/left out no impact Pease Street/Miles Street left in no impact CWAR/Pease Street signalised T junction no impact

All new and reconfigured signalised intersections will comprise: • 1.5m bicycle lanes in each direction • 3.5m combined through/left turn general traffic lanes in each direction • 3.5m through general traffic lanes in each direction (Hoare Street only) • 3.0m dedicated right turn lanes in each direction • 3.5m median bus-only lanes in each direction, with bus priority treatment

• 2m wide landscaped median separator between bus and general traffic lanes • pedestrian crossing phases. The proposed intersection cross section is 26m wide and can be wholly contained within the existing 30m kerb-to-kerb width. The left in/left out intersections are proposed to minimise the number of general traffic right turns across the transit network. These intersections will comprise raised concrete islands to prevent right turn movements and can be wholly contained within the existing road reserve. Capacity The capacity of Grove Street is generally in the order of 20,000vpd; however the impact of parking and intersections will reduce this in some sections, particularly between Lake Street and Sheridan Street. Between Lake and Sheridan Streets the existing traffic volumes vary from approximately 3600vpd at Lake Street to 7,400vpd at Sheridan Street. This will indicate that a large percentage of traffic uses Grove Street as an access from Sheridan Street to Grafton Street. Grafton Street provides a direct access into Cairns city centre; however Council's Transport Network Plan does not currently recognise the Grove to Upward Street section as a network road. Existing traffic volumes are likely to range between 6,000 to 7,000vpd to Severin Street, after which they are expected to decrease significantly. Traffic volumes are envisaged to increase in line with nominal growth rates. While the alignment for

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Section W1 provides the same number of general traffic lanes as the existing situation, the provision of additional signalised intersections (with pedestrian and bus priority phases) and potential on street parking is envisaged to limit the future capacity of Grove Street. Further investigations are required to confirm the scale of this impact. The capacity of Martyn Street is not likely to be exceeded beyond the 40,000vpd of the future four lane median divided configuration and the Cairns Transit Network alignment is not envisaged to affect this. The capacity of Gatton Street is likely to be limited to around 20,000vpd for the two lane configuration and the Cairns Transit Network alignment is not envisaged to affect this. The capacity of Hoare Street is generally 40,000vpd; however the impact of parking and intersections will reduce this in some sections. Existing traffic volumes are in the order of 16,000vpd and generally expected to increase in line with nominal growth rates to reach capacity by 2036. The alignment for Section W1 is not envisaged to significantly impact on the capacity of Hoare Street as no additional signalised intersection are proposed and parking is to be eliminated. Further investigations are required to confirm this and will be undertaken in the detailed design phases. The existing 6 lane configuration of Pease Street has a general capacity in the order of 60,000vpd. The Department of Transport and Main Roads is currently undertaking a separate multi-modal planning study for CWAR which includes this link. This study is expected to be complete in June 2011 and will confirm the scale of impact and mitigation measures for the proposed on street running of buses on general traffic and bus capacity for the design horizon. Local access Local access along Grove, Martyn and Gatton Streets is currently unrestricted and the Cairns Transit Network alignment of kerb-side lanes will not impact on this. Local access along Hoare Street is already restricted due to the existing 4 lane median divided cross section. The alignment does not change these restrictions, however the left in/left out treatments at Clarke, McCormack and Mayers Streets will require vehicles to divert to other local streets in order to access the signalised, all movements intersection at English Street . Local access to Pease Street is currently restricted by the median divided arrangement; however this is not altered by the alignment. Parking On street parking along Grove Street occurs between Lake Street and Martyn Street. It is mostly informal kerbside angle parking; however there is some formal parking near Martyn Street that is associated with government offices. On street parking also occurs along Martyn Street in the form of informal kerbside angle parking. Parking along Gatton Street is minimal. The Cairns Transit Network alignments along Grove, Martyn and Gatton Streets are likely to have an impact on on-street parking; however this has not yet been defined. The project will mostly impact informal kerbside parallel parking available along both sides of

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Hoare Street. Informal kerbside parking does exist along Pease Street; however it is not affected by the alignment. The impact on parking is summarised in Table 16.16 below: Table 16.16: Section W1 parking

Existing parking Resultant parking Street from alignment Formal Informal (1) Lake Street to Grafton Street 9 28 to be confirmed (Grove Street) Grafton Street to Sheridan Street - 49 to be confirmed (Grove Street) Sheridan Street to McLeod Street - 15 to be confirmed (Grove) McLeod Street to Martyn Street 24 83 to be confirmed (Grove Street) Grove Street to Gatton Street - - to be confirmed (Martyn Street) Martyn Street to Aumuller Street - - no impact (Gatton Street) Aumuller Street to Clarke Street 42 22 0 (Hoare Street) Clarke Street to English Street - 62 0 (Hoare Street) English Street to McCormack - 42 0 Street (Hoare Street) McCormack Street to Mayers 18 21 0 Street (Hoare Street) Mayers Street to Pease Street 0 33 0 (Hoare Street) Hoare Street to Reservoir Road Unknown at this stage no impact (Pease Street)

Total 93 355

(1) Informal parking is estimated from aerial photograph taking into account access and intersection conflicts

The desire to minimise property resumptions has meant a reduction in the amount of parking spaces. As the inner city areas are established urban areas, the introduction of the Cairns Transit Network will have impacts on either private properties or car parking. The concept design provides a balance between the two competing needs and locates the transit network in this Section W1 within the road reserve rather than acquiring numerous private properties. The detailed impact and mitigation of parking issues will be the subject of detailed design and further consultation on a case by case basis. Options exist to reinstate parking if required, for example by providing additional on intersecting streets as centre parking.

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16.7.1.3 Current investigations Current investigations being undertaken within the limits of Section W1 include: Cairns North and CBD traffic modelling Cairns Regional Council and Department of Transport and Main Roads are undertaking traffic modelling of the road network within the Cairns North and Cairns city centre area. This study is understood to include scenario testing of the Cairns Transit Network impact on Lake Street. Cairns Base Hospital traffic impact assessment Queensland Health commissioned a traffic impact assessment for the proposed upgrade to the Lake/Grove Street intersection. The findings will be incorporated into future detailed design stage for the transit network.

Captain Cook Highway (Grove Street to Barron River) long term upgrade strategy The Department of Transport and Main Roads is undertaking long term planning to identify appropriate intersection forms and mid-block lanes requirements to secure land requirements. The Grove/Sheridan Street intersection forms part of that planning. Cairns Western Arterial Road Multi-modal Transport corridor planning The Department of Transport and Main Roads is currently undertaking a multi-modal transport corridor study within the limits of Section W1 and the outcomes of this will be integrated with the Cairns Transit Network.

16.7.1.4 Future investigation requirements Future investigations into the impact of the alignment for Section W1 should include: • detailed traffic analysis of all proposed intersection upgrades on Grove and Hoare Streets, including identification of appropriate mitigation measures • confirmation that the proposed on street running along the Pease Street section will not adversely impact on general traffic and bus capacity • safety and possible delays at the railway crossing • further assessment of the parking provision, and associated impacts along the alignment.

16.7.2 Section W2 – Manoora to Skyrail 16.7.2.1 Overview Section W2 is 12 kilometres long and follows the alignment of Reservoir Road and Cairns Western Arterial Road (CWAR). The section commences at the Reservoir Road/Pease Street intersection and finishes at the CWAR/Captain Cook Highway roundabout at Caravonica. Varying corridor treatments are identified for Section W2 as follows: • Reservoir Road – general traffic

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• Cairns Western Arterial Road – kerbside bus/transit lanes.

16.7.2.2 Road network impacts The impacts on the road network resulting from the alignment for Section W2 are as follows: Road hierarchy The alignment for Section W2 follows the Cairns Western Arterial Road (CWAR), which is a state controlled road. Under the Council’s Transport Network Plan CWAR connects with network roads at Ramsey Drive and Redlynch Intake Road. Connections to connector roads occur at Enmore, McManus and Benn Streets, Loridan Drive, Brinsmead-Kamerunga Road, Harley Street, Lake Placid Road and Fig Tree Drive. The alignment for Section W2 does not change the road hierarchy for CWAR or its connections to network or connector roads. Road form The Reservoir Road to Redlynch Connection Road is a 4 lane median divided road and the alignment does not alter this. From Redlynch Connection Road to Captain Cook Highway is a 2 lane, however future planning by the Department of Transport and Main Roads has identified a future desire for a 4 lane median divided configuration. The alignment for Section W2 does not affect the existing situation or future planning. Intersections Section W2 contains numerous intersections, however impacts are expected to be limited to widening works required to accommodate the additional 3.5m bus/transit lane. A list of intersections is show in Table 16.17 as follows: Table 16.17: Section W2 intersections

Intersection type Intersection current proposed Reservoir Road/Pease Street signalised no impact T intersection Reservoir Road/Mulligan left in/left out no impact Street Reservoir Road/Mahogany unsignalised crossing no impact Street Reservoir Road/Enmore Street signalised crossing no impact Reservoir Road/Griffiths Street left in/left out no impact Reservoir Road/Marks Place left in/left out no impact CWAR/McManus Street overpass widened overpass CWAR/Ramsay Drive left in/left out to be confirmed CWAR/Lake Morris Road unsignalised reconfigured unsignalised

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Intersection type Intersection current proposed T intersection T intersection unsignalised T reconfigured unsignalised CWAR/Brinsmead Road intersection T intersection CWAR/Loridan Drive signalised crossing to be confirmed CWAR/Brinsmead- unsignalised reconfigured unsignalised Kamerunga Road T intersection T intersection CWAR/Redlynch Connection signalised T reconfigured signalised Road intersection T intersection unsignalised T reconfigured unsignalised CWAR/Kamerunga Road intersection T intersection reconfigured signalised CWAR/Harley Street signalised crossing crossing CWAR/Hythe Street left in/left out reconfigured left in/left out unsignalised T reconfigured unsignalised CWAR/Stoney Creek Road intersection T intersection signalised T reconfigured signalised CWAR/Lake Placid Road intersection T intersection CWAR/Fig Tree reconfigured unsignalised unsignalised crossing Drive/Stewarts Road crossing unsignalised T reconfigured unsignalised CWAR/Redford Road intersection T intersection

Intersections labelled as ‘to be confirmed’ are those that are the subject of current planning by the Department of Transport and Main Roads. Intersections labelled as ‘no impact’ are those intersections where no conflict is envisaged. Reconfigured unsignalised intersections or roundabouts are intersections where only a minor alteration is required to accommodate the widening for the kerbside bus lanes or transit lanes. Capacity The 4 lane configuration of Reservoir Road has a general capacity in the order of 40,000vpd; however the actual capacity will be lower due to the signalised intersection at Enmore Street and on street parking. Existing traffic volumes are estimated to be in the order of 25,000vpd. The CSTM indicates 2036 volumes approaching 50,000 to 55,000vpd, therefore future capacity issues for general traffic and buses may result and future upgrades may be required. The intersection upgrades required by the alignment will not significantly impact upon the available capacity. Future upgrades to the Ramsey Drive and Loridan Drive intersections will be significant; however the resultant intersection forms are envisaged to be such that

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sufficient general traffic and Cairns Transit Network capacity is achieved over an acceptable planning horizon. Local Access Local access along CWAR will not be affected by the alignment for Section W2 as vehicles will be able to traverse the kerbside lanes to access properties. Parking There is minimal existing parking along the Section W2 alignment and therefore impacts are not likely. The potential for a park and ride needs to be investigated near Redlynch to service the Redlynch community and other remote neighbourhoods.

16.7.2.3 Current investigations The Department of Transport and Main Roads is currently undertaking a separate multi- modal planning study for CWAR which includes Section W2. This study is expected to be complete in June 2011 and will confirm the scale of impact and mitigation measures for the proposed kerbside bus lanes or transit lanes on general traffic and bus capacity for the design horizon.

16.7.2.4 Future investigation requirements Future investigations into the impact of the alignment for Section W2 should include: • confirmation that the on street running along the Reservoir Road section will not adversely impact on general traffic and bus capacity • confirmation on what form of upgrade will be required for Reservoir Road to Harley Street to meet capacity requirements for general traffic and buses • confirmation on what form of upgrade will be required for Harley Street to Captain Cook Highway to meet capacity requirements for general traffic and buses • detailed traffic analysis of intersections along the alignment to identify whether bus priority treatment will improve or reduce capacity for general traffic or buses. 16.8 Other potential benefits, impacts and mitigation measures

16.8.1 General benefits Fast, frequent and reliable services The Cairns Transit Network will provide fast, frequent and reliable bus services between the northern and southern suburbs of Cairns, and to the city centre. It will offer greater frequency and reliability of bus services for local residents, tourists and workers travelling between centres and attractors. The new bus priority infrastructure will give buses their own space in the transport network, improving the efficiency and attractiveness of the public transport system.

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Travel time savings The transit network will result in travel time savings as buses will avoid congestion, particularly in peak times. In peak times – when congestion is at its worst – the transit network will provide commuters with a congestion-free alternative. This will make public transport an attractive option for the future. Quantified travel time savings may be investigated in more detail in future detailed design phases. Increased public transport patronage Public transport patronage for Cairns is expected to increase from about 3.4 million passenger trips a year in 2006 to 40.3 million passenger trips a year in 2036. This is based on minimum targets set by the Far North Queensland Regional Plan 2009-2031 for 20% of trips from southern Cairns by public transport by 2036. City-wide at least 10% of all trips should be on public transport by 2036. The provision of fast, frequent and reliable bus services through the Cairns Transit Network will boost public transport patronage into the future.

16.8.2 Potential impacts and mitigation measures Construction phase As the summer months are associated with increased rainfall, construction works for the corridor should avoid the wet summer months. All bus related infrastructure to be provided will involve changes along the streets which they are located within. Construction works are likely to affect turning movements and in some locations access to driveways. To mitigate such impacts, the construction staging should be developed such that alternative access to streets is always maintained using other connecting roads. The public should also be given advanced warning that such changes will be occurring and alternative routes should be identified to the public. Appropriate traffic management measures should be employed at all stages of construction to ensure the safety of both the public and the construction workforce (i.e. such as barriers). The public should be kept informed of expected works whenever possible to mitigate any impacts. There may be some interruptions to traffic flow during the installation of the Cairns Transit Network. However, these are expected to be minimal, and are likely to be present for short periods of time. Impacts can be mitigated through the use of appropriate traffic management measures such as signage and barriers. Where bus stops are being moved, advance notification should be provided and alternative stops identified and communicated to the public. Parking near stations Experience with previous public transport projects shows that local traffic issues can arise around stations as a result of commuters who drive to stations and park in surrounding streets. This can cause inconvenience for local residents and businesses. In future detailed design phases, the department should work with Council to investigate the need for

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appropriate parking controls near stations. This will be undertaken closer to construction in consultation with the community. 16.9 Further investigations Detailed traffic modelling is currently underway within the Cairns North and Cairns city centre area. Further modelling of other sections of the network will also be beneficial in future design phases to: • better understand the impact of the network on the existing and future transport system, and • aid transport planners in the detailed design phase to maximise the transport benefits for the Cairns community.

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